Triple-valve device.



W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLICATION FILED 513.23, 1911.

Patented Sept. 1, 1914 2 SHEETSSHEET 1.

1/ WI NESSES W'. V. TURNER. TRIPLE VALVE DEVICE. APPLICATION FILED IE2B.8, 1911v Patent ed sept.1,1914.

- 2 $HEET3-SHEET 2.

WITNESSES INVENTOH v Q/hWW UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

TRIPLE-VALVE DEVICE.

curing a local discharge of air from the train pipe at each triple valve in service applications of the brakes to thereby accel erate the action of said valves throughout the train.

With devices of the above character, the relative capacities of the local train pipe discharge ports and the service application port should be so calculated as to provide at all times a more rapid rate of reduction in auxiliary reservoir .pressure than of the train pipe pressure through the local train pipe discharge ports after the service train pipe discharge port at the engineers brake valve has been closed, so as to insure the reduction in auxiliary reservoir pressure to substantially that in the train pipe and the consequent movement of the triple valve parts to lap position to cut oif the further flow of air from the auxiliary reservoir to the brake cylinder.

' According to the present invention, the local train pipe discharge passage has an inlet and an outlet port controlled by the main slide valve of the triple valve and upon movement of the valve by the triplepiston upon a reductionin train pipe pressure, said valve is adapted to first open the inlet port of the train pipe discharge passage, then simultaneously open the outlet port of said passage and the brake cylinder service port. The eiiective opening of the train pipe discharge passage is thus con trolled at the outlet port which has the advantage that the ports which regulate the size of the opening may be as large as desired, rendering it possible to provide the same character of port opening as is provided at. the brake cylinder service port. The inlet port may then be made of comparatively small area so as to obviate any possibility of the train pipe pressure in Specification of Letters Patent. i

Patented Sept. 1, 1914.

Application filed February 8, 1911.- Serial No. 607,245.

said inlet its seat.

Other objects and advantages of my invention will appear in the following more detailed description of the invention. V In the accompanying drawings Figure 1 s a central sectional view of a triple valve device embodying my improvement, showmg the parts in normal full release posiport lifting the slide valve from tion, the main slide valve having its ports.

view, showing the parts in service application lap position; Fig. 5 a similar view, showing the parts after the triple valve piston has moved the graduating valve outwardly from the service lap position; Fig. 6 aplan view of the seat for the main slide valve of the triple valve, showing the relative location of the ports therein; Fig. 7 a faceview of the main'slide valve, showing the relative location of its ports and cavities; Fig. 8 a plan view of the main slide valve; and Fig. 9 a face view of the graduating slide valve.

As shown in Flg. 1 of the drawings, the

triplevalve device may comprise a casing 20 having a piston chamber 1 connected to train pipe passage 2 and containing triple valve piston 3, and a valve chamber 4. open to the auxiliary reservoir and containing main slide valve 5 and graduating slide valve 6, mounted on the main slide valve and having a movement relative thereto.

\Vhile the triple valve shown is of the retardedirclea'se type having a spring stop device 7 for resisting the movement of the triple valve parts from full release position to an inner retarded release position, my improvement may be applied to various other types of triple valves. V

The main. slide valve seat is provided with the usual brake. cylinder port 8 and exhaust port 9 and the main slide valve is provided with the usual service application port 10, adapted to be controlled by the graduating valve 6 and exhaust cavity 11 for connecting the brake cylinder port 8 with exhaust port 9 in release position.

According to my improvements, a train pipe inlet port 12leads from the check valve chamber 13 above the usual emergency check valve 14 to the seat of the main slide valve and a local train pipe discharge outlet port 15 leads from the seat of the main slide valve to the'chamber 16 above the usual emergency piston 17. The main slide valve is also provided with ports 18 and 19 adapted to register with ports 12 and 15 respectively, in making a service application of the brakes, and the graduating valve 6 is provided with a cavity 21 adapted to connect the ports 18 and 19 in the main slide valve. 4

Figs. 1 to 5 show the ports somewhat distorted in order to more clearly illustrate the relation of the ports in the various positions, but Figs. 6, 7, 8, and 9 show the ports-as actually arranged. As shown in Fig. 6 the brake cylinder port 8 and the local train pipe discharge outlet port 15 are substantially rectangular in cross sec tion and service application port 10 and ort 19 are also substantially rectangular in cross section.

In operation, if it is desired to make a service application of the brakes, a gradual reduction in train pipe pressure is made and thereupon, the triple valve piston 3 moves outwardly causing the graduating valve 6 to first move relatively to the main-slide,

valve 5 and uncover service port 10 and also connect ports 18 and 19 through cavity 21. The main slide .valve 5 is then moved to cut ofi' the exhaust port. 9, from the brake cylinder port 8 and upon a further movement the port 18 fully registers with train pipe port 12. A further movement of the main slide valve now causes the service port 10 and the port 19 to simultaneously crack open the respective ports 8 and 15, as shown in Fig. 2, so that fluid is then admitted from the auxiliary reservoir to the brake cylinder through the port 10 and fluid is also vented from the train pipe through the port 15 to chamber 16 whence it flows around the loose fitting emergency piston 17 to the brake cylinder.

It will be noted that while the openings for the admission of air from the auxiliary reservoir to the brake cylinder and from' the train pipe to the brake cylinder are both substantially rectangular, the train pipe discharge opening is of less extent transversely than the service supply opening, so that the flow of air from the train pipe is relatively less than the flow of air from the auxiliary reservoir and by reason of the rectangular arrangement of the ports, this ratio is accurately maintained during the movement of the main valve to further open said ports.

It will also be noted that as the inlet port 12 is fully open to the port 18 at the time the service and the train pipe discharge outlet ports commence to open, the capacity of the train pipe discharge is regulated solely at the outlet. Port 18 is of larger size than port 12 so that the full area of port 12 may be maintained through a certain desired movement of the main valve.

The graduating spring stop 22 is preferably so positioned that in making a service application of the brakes, the service application port may be cracked open to admit.

air to the brake cylinder before the triple valve piston 3 engages the stop,-s ai d piston then engaging the stop, further movement of the parts to increase the opening of the serv' ice application is yieldingly resisted by the spring stop. Shouldv the triplevalve piston continue its outward movement a position is reached in which the further increase in capacity at the point of registration of the ports 15 and 19 is not effective to increase the How of air from the train pipe to the brake cylinder for the reason that at some point in the passageway for the flow of air' from the train pipe the area is restricted so as to limit the ultimate maximum capacity and consequent maximum flow of airfrom the train pipe to a predetermined rate. This restricted area is preferablyv at 23 where the 1 port 19 registers with cavity 21 in the grad-' uating valve 6, but if desired may be provided for by maln'ng the inlet port 12 of the desired restricted area.. The ultimate rate of reduction in train pipe pressure can thus not exceed a certain maximum beyond which it is neither desirable nor necessary to go. The outward movement of the triple valve piston finally causes the gradual closing of communication through ports 12 and 18 until in the ordinary full service position, as

der and the port for venting air from thetrain pipe is closed so that a rapid reduction 1n auxlhary reservoir pressure takes place.

In case, however, that the part should move outwardly beyond the full service position, the capacity of the service port is rapidly increased owing to the laterally extending rear portion of the port 10. By the above described means the triple valve parts arethus prevented from going to emergency application position during a service application of the brakes.

After the auxiliary reservoir pressure has Y becomereduced by flow to the brake cylinder in a service application, of the brakes to substantially equal the pressure in the train pipe, the p1st0n 3 shifts the graduating port is connected up by the cavity 21, as

shown in Fig. 5, so as to insure the return of the parts to lap position by the venting of air from the auxiliary reservoir to the brake cylinder. g

Having now described my invention, What I claim asnew and desire to secure by Letters Patent, is:

1. A triple valve device comprising a movable abutment subject to train pipe pres-' sure anda valve operated by said abutment for controlling an inlet and an outlet port of a local train pipe discharge passage, the

effective capacity of said passage being regulated at the outlet port.

2. A triple valve device comprising a movable abutment subject to the opposing pressures of the'train pipe and auxiliary-reservoir and a main valv operated thereby for controlling an inlet and an outlet port of a local train pipe discharge passagein "a service application of the brakes, said valve being adapted to regulate the capacity of said passage at. the outlet port.

3. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir and a main slide valve operated by said abutment upon a reduction in train pipe pressure for first o i an. inlefi,

- port of a local train pipe discharge passage and then an outlet port of said discharge passage.

4. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir and "a main slide valve operated by said abutment upon a gradual reduction in train Pipe pressure for first opening an inlet port of a local trainpipe discharge passage and then an outlet port of said discharge passage to thereby effect a local venting of air from the train pipe.

5. A-triple valve device comprising a movable abutment subject to-the opposing pressures of'the train pipe and auxiliary rescrvoir and a slide valve operated by' said abutment upon a'gradual reduction in train 7 pipe pressure for first opening an inlet port of a local train pipe discharge passage and then an outlet port of said passage and a brake cylinder service port.

(3. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir andv a slide valve operated by said abutment upon a gradual reduction in train valve;

pipe pressure for first opening an inlet port of a local train pipe discharge passage and then simultaneousl opening an outlet port of said passage and a brake cylinder service port.

7. A triple valve device having a local train pipe discharge passage and comprising a movable abutment subject to train pipe pressure. and a valve operated thereby for controlling an inlet port and an outlet port of said discharge passage, the efiective area of said passage being regulated at said outlet port. 7 g

v 8. A triple valve device comprising a movable abutment subject to the opposing pressures of the train pipe-and auxiliary reservoir and a slide valve operated by said abutment upon a. gradual reduction in train pipe pressure for first opening an inlet port of a local train pipe discharge passage and then simultaneousl opening an outlet port of said passage and port, the ports being so constructed that the efiective openings at the brake cylinder service port and the outlet port are substantially rectangular.

9. A triple valve device having a local train pipe discharge passage and comprising a movable abutment subject to the op posingfpressures of the train pipe and auxiliary reservoir and a valve adapted to be moved by said abutment upon a reduction in train pipepressure to first open an inlet port of said discharge passage, then simultaneously open an outlet port of said passage and a brake c linder service port, and finally close said discharge passage at the inlet port.

a 10. A triple valve device having a local train pipe discharge passa e and comprising a movable abutment slilo ject to the opposing pressures of the train pipe and auxiliary reservoir and a valve adapted to be moved by said abutment upon a reduction in train pipe pressure to first open an inlet port of said discharge passage, then while maintaining said inlet port open to simultaneously o-penan outlet ort of said discharge passage and a bra e cyllnder service port.

11. A triple valve device havinga local train pipe discharge passage and comprising a movable abutment subject to the opposing pressures of the train pipe and auxiliary reservoir, a main valve having ports foricontrolling an inlet and an outlet port of said discharge passage and a brake cylinder service port and adapted to be moved by said abutment upon a reduction in train pipe pressure, to finally close said discharge passage at the inlet port while maintaining the brake cylinder service port open, and a graduating valve having a cavity for controlling the ports in the main a brake cylinder service 12. Atriplevalvedevice comprisin ga main tion through said discharge passage at the slidekvalve having ports adaptedto register outlet port. 10 respectively with an inlet and an outlet In testimony whereof I have hereunto set port of a local train pipe discharge pasmy hand. 1

sa e a raduating valve having a movement rei ative to the main valve for controlling WALTER N said ports,' and a movable abutment op- Witnesses:

erated b a reductlon in train pipe pressure S. W. KEEFER,

for movmg said valves to open communica- A M. CLEMENTs. 

